Motor mounting



Sept 30, 1941- N. E. WAHLBERG E-rAL 2,257,630

MOTOR MOUNTING Filed May 3, 1939 2 Sheets-Shea*I l un Se N Ji W Q N N(J` m u@ N W N b o x g 1 SQ N f @s se @d Q N l N INVENTOR.

ATTORNEY.

MOTOR MOUNTING Filed May 3, 1939 N. E. WAHLBERG ETAL v 9 BY' Sept. 30,1941.

Patented Sept. 30, 1941 N l' UNITED" vsy'rkrr.

Moron MOUNTING Nils Erik Wahlberg andA Meade F. Moore, Kenosha, Wis.,assignorsl to Nash-Kelvlnator Corporation, Kenosha, Wis., a corporationyof Mary- @land applicati@ May s, 1939, semi No. 271,464`

Claims.

This invention relates to motor mountings and more particularly to motormounts of the tractor type in automotive vehicles.

Most automotive vehicles, which are manufactured at the presentl time,comprise a frame upon which the body of the rvehicle is mounted, thisframe being Asupplied with motor supporting` brackets to which the motoris connected by some type of resilient connection in order to permitthemotor to move in a limited degree with respect to the frame because ofthe reaction to the explosions occurring within the motor. Suchconstructions generally Arequire that the motor be supported at three ormore points from the frame, and. also require that the vibration of themotor due to the explosions therein be transmitted to and eventually'absorbed within the frame of the vehicle. This is true even though theassembly is provided with means for absorbing or cushioning thevibration of the motor, such absorbing or cushioning means serving onlyto dampen or diminish the violence of the vibration.

For these reasons frames in the past have beenV constructed ofrelatively heavy material and have been relatively massive in theirproportions in order to withstand the shock and the fatigue factorswhich are present.

It is an object of the invention to mount the power plant of anautomotive vehicle upon a frame in such a manner that none of the torquereaction from the motor is conveyed to the frame, such torque reactionbeing dissipated through thedrlve unit to the driving wheels and thus tothe ground.

An additional object of the invention is to provide a motor mount whichwill permit the motor to oscillate due to its torque reaction, the motorbeing rigidly connected through a torque tube to the rear axle fordissipating the torque reaction and the motor mount being so constructedas to permit transmission of the driving force from `the rear wheelsthrough the torque tube to the frame.

An additional Vobject pf theinvention is to provide a construction ofmotor mount which will permit a reduction in weight of the frame membersand a reduction in size of the frame construction by decreasing theshock which the frame must absorb, such shock diminution being `broughtabout by the method of mounting the power unit upon the frame.

A still further object of the invention is to simplify the constructionof an automotive vehicle whereby the vehicle may be substantiallycompleted in two units, the units brought together `and a few simpleconnections made to complete the vehicle.

Further objects and advantages will appear hereinafter as thedescription proceeds and will be pointed out more fully in connectionwith the appended claims.

In the accompanying drawings of which there are two sheets and vwhichare to be taken as illustrative rather than as limiting the invention:

Figure 1 is a side' elevational view of a frame and power unit for anautomotive vehicle, parts being broken away and shown in section inorder more clearly to illustrate the invention;

Figure 2 is a plan view of the parts shown in Figure l; Q

Figure 3 isa front elevational view of the motor shown in Figures l and2, details of its connection or mounting upon the frame or sill beingshown in cross-section; f

Figure 4 is a vertical longitudinal sectional view of a frame supportedmounting unit taken substantially upon a plane as indicated by the line4-4 of Figure 3;

Figure 5 is a plan view of a modified form of mounting member:

Figure 6 is a plan view of the mounting unitV shown` in Figure 5 butwith the dampening strips inplace;

Figure 6A is a vertical sectional view through the mounting shown inFigure 6;

Figure 7 is a vertical sectional View through the connection of thesupporting spring to the motor, taken substantially upon a planeas-indicated by the line 1-1 of Figure 3 and looking in the direction ofthe arrows;

Figure 8 is a plan view of that form `ofirame connection shown upon theleft of Figure 3, certain parts being broken away in order more clearlyto illustrate the invention;

Figure 9 is a vertical sectional view through the motor supporting framebracket shown in Figure 6A and taken substantially upon a plane asindicated by the line 9-9 of Figure 6A looking in the direction of thearrows;

Figure l0 is a sectional view through the stabllizer brackets and rodshown upon the upper portion of the motor in Figure 1; and i l Figure l1is a partial sectional view through th stay rod connection at the motor.

Referring more specically to the drawings, it will be recognized thatthe invention resides in a power unit and its assembly with the frame ofan `iutomotive vehicle. All power units produce as a result of thevehicle drive torque an oppositely directed reaction of equal amplitudeto the drive torque, amt-it consequently becomes necessary to brace themotor against this reaction and in some way to absorb or dissipate thereaction. In the present .construction the means for bracing the motoragainst this reaction is illustrated as comprising a rigid drive unit inwhich the motor block, the clutch housing, the transmission housing, thetorque tube, and the rear axle are connected solidly Vtogether tooperate as a unit, the motor being supported from the frame by meanswhich permit the unit to osclllate freely within the frame so that thevibrations are transmitted through the unit to the drive wheels. Thistype of construction, of course, creates a large number of specialproblems which will be dealt with as the description proceeds.

The invention is illustrated as comprising an automotive vehicle whichhas a body (not shown) which may be mounted upon or originallyconstructed integral with a frame composed of longitudinally extendingmembers 20 and transverse front and rear strengthening members 22, thelongitudinal frame members 20, as will be apparent from the inspectionof Figure 3, being made up of a double inwardly presented chan-- nelsection. The frame members 20 provide sup ports for rear springs, suchas 23 (Figures 1 and 2), and front springs (not shown) for supportingthe front axle 24 which carries the usual king pin and vfront wheelspindle (not shown) upon which the front wheels 26 are supported. Asteering mechanism indicated generally at 28 is connected to the frontwheels for steering the vehicle.

The motor 30 is mounted adjacent the front of the frame members 20 andtherebetween upon supports to be hereinafter described. To the -rear ofthe motor 30 there is secured either by being cast integral with themotor or by suit-v able rigid connections thereto, a clutch housing 32and a transmission housing 34. The rear end of the transmission housing34 has rigidly secured thereto as by bolts 36 a torque tube 38 throughwhich the usual propeller shaft (not shown) extends. The opposite end ofthe torque tube has rigidly secured thereto a differential housing 40 towhich are attached tubular rear axle members 42 extending to the wheels44 on opposite sides of the differential housing 40 and containing reardrive axles 46 for rotating the Wheels 44. The tubular axles 42 areprovided adjacent the frame member 20 with seats (not shown) forreceiving one end of the coil springs 23, the opposite ends thereofbeing received within a seat 48 provided upon the underside of the framemember 20. In order to prevent movement of the rear' axle in a sidewisedirection with lrespect to the frame because of the coil springsuspension, a stabilizer or stay bar 50 is provided. The stay bar 50 hasone end 52 secured by cushioned connectors to a bracket 54 tight withthe longitudinal frame member 210, the opposite end 56 thereof having aresilient connection with a bracket 58 fast upon the brake backing plate(not shown) which is rigid with the tubular axle 42. It will berecognized that this construction permits the rear axle to ride freelyup and' down or permits the same to tilt as when one wheel or bothwheels pass over a bump or obstruction in the road, but that any motionof the unit toward one side or the other is prevented. It should benoted that the resilient connections at 52 and 56 are of such a naturethat the stay bar 50 may have limited pivotal movement with respect tothe brackets 64 and 68.

Also secured to the brake backing plates are stay rods 60 which convergeforwardly and are secured at their forward ends to brackets 62 formedupon the transmission housing-34. Brackets 62 (see Figure 11) areprovided with an aperture` through which the stay rod 60 extends. Uponopposite sides of the bracket 62 the stay rod 60 receives a rubbercushioning member 64 which is held compressed against the bracket 62 bymeans of nuts 66. By these instrumentalities it is possible to adjustthe rods 60 A secured to the motor block to any degree of tightness soas to insure that they will always be in tension. The central portion ofthe rods 60 may be braced by means of a xture 68 fast upon the torquetube 38 and having arms 10 rigidly clamped at l2 to the rod 60 in orderto prevent their vibration and to increase the effectiveness of theirbracing actions.

The motor 30 by means of two leaf springs 14, one of which is positionedat each side `of. the motor and adjacent the rear end thereof.lReferring to Figure`3, the leaf spring 14 is illustrated as rigidly 30by means of a conical headed screw 16 received within aconical aperture18 in the spring 14 and' a tapped aperture in a boss 82of thefmoto'rblock. 'I'he spring 14 is also clamped by means of a plate 84 and bolts86 to a bracket 88 secured by means of screws threaded into tappedaperturesin the boss 82. y

The outer ends of the springs 14 tured to receive bolts 82, the heads ofspaced fromy the spring 14 by means of a washer 94 and the Shanks ofwhich are threadedly received within truste-conical Vpins 96. Rubbermembers 88 encircle the pins 96 and are confined within a cup member |00which is frustoconical in shape and similar to the pin 96 but slightlylarger than such pin so as to confine the rubber member 90. The cup |00in the modification shown upon the left side of Figure 3 and Figurecomprises a forged element, the inside surface of; whichhas thefrusto-conical shaper abovedescribed and which is provided withlaterally, extending flanges |02 (see Figure 8) apertured tof receivebolts |04 for securing are 84361'- the cup |00y to a bracket |06 whichYmayr'bef" welded or otherwise suitably secured to the longitudinal frameforming members 20.

When the motor is in operation With the crank sha-ft transmitting forcethrough the propeller shaft to the rear wheels, the reaction to thedriving force manifests itself in an attempt of the motor to rotate in adirection opposite to the direction of rotation of the crank shaft. Eachexplosion occurring Within the motor will tend thus to rotate the motor.The springs 14 are provided to permit a limited amount of such rotationof the motor as the explosions occur. The springs 'I4 may ex to permit aportion of the motor rotation, and the rubber member 98 confined betweenthe pin 96 and cup |00 functions to permit an additional portion of therotation. Assuming that thev motor is oscillating to the right or in aclockwise direction about its center of oscillation X (Figure 3), theleft spring '|4 will become bowed upwardly and will thus is supportedfrom the frame readed finto Y which are Vvary between different types ofmotors.

frame and partially because the upward movement of the boss 82 will bendthe spring 14 .and will shorten the distance between the bolts 99 and92. The upward bowing of the spring 14 will also result in the pin 96being twisted or tilted within the cup |00, the rubber member 98 beingcompressed adjacent the lower right hand portion and the upper left handportion thereof, as viewed in Figure 3, the pressures upon the rubbermember being relieved adjacent the upper right hand portion and thelower left hand portion, as viewed in Figure 3.V 'I'he rubber which isdisplaced at the two points of compression may flow toward` the pointswherethe pressure is relieved.

The center of oscillation ofthe motor' may be located by varying theheightof the pin and cup 'with respect to the leaf spring vand noting inwhich location the motor oscillates most smoothly. It will beappreciated that the `center of oscillation .X is `ixed due to thecharacteristics inherent in a motor, but that ythis point should It is,therefore, only necessary to Vattach the spring in the verticaltransverse planey of the theoretical center of oscillation of the motorand to determine the proper vertical location of the pin and cupstructure with respect to the leaf spring experimentally by addingspacing washers above and below the free end of the leaf spring.

It will be noted further that the coil springs 22 which support theframe 20 from the rear axle are not capable of transmitting force fromthe rear axle to the frame for driving a vehicle either forward or inreverse, and accordingly it is necessary that all of 'the force which istransmitted to the frame from the rear or driving wheels 44 pass throughthe motor mount. Although the leaf springs 14 are relatively flexible soas to permit rotation of the driving unit about an axis which extendslongitudinally, they constitute cantilever beams for the transmission offorces directed along the torque tube 38 and in transmitting such forcesfrom the motor block to the frame. It will be noted that the springs 14are relatively stiff about a vertical axis and will easily transmit anydriving force imparted to them to the frame 20. Accordingly, all of theforce for driving the vehicle forwardly is transmitted to the frame atthe forward portion thereof and results in all of the frame being intension to pull the vehicle along when it is in forward motion. It isWell known that better designs of structural members result when all ormost of such members are under a tensile rather than a compressivestress. In the usual automotive vehicle the driving force is transmittedto the vehicle at the rear thereof so that entire frameis in compressionand must needs be much stronger to prevent buckling of the parts thanwhere the frame is in tension as in the present construction.

The motor mounting also permits the rear Wheels to ride verticallyeither together or singly by reason of the rubber mounting between thepin 96 and cup |00 and the spring 14. Should both of the rear wheelsencounter an obstruction inthe road, the drive unit will simply tiltaround a transverse horizontal axis extending through the centralportion of the pin and cup mounting, such tilting movement beingpermitted by reason of the flow characteristics of the rubber member 98as it is displaced by the pin and mating cup and the flexing of thesprings 14. In the event that only one of the driving wheels 44encounters an obstruction, the ,driving unit may tilt about the centerof oscillation of the motor in very much the same manner as the motoroscillates about its center of oscillation due to the torque reactionthereof except that the center of oscillation may be shifted upwardlyslightly by this movement.

The above description applies back to the construction shown upon theleft and upon the right of Figure 3, that shown upon the right of Figure3 representing a modication of the cup |00 and the rubber cushion 98. Itwill be noted that the cup does not have the inwardly extending flange|0| which is present on the left mounting and that the rubber cushion isprovided with a lip |03 which engages the top of the cup. It iscontemplated that either one or both of these constructions may beemployed to prevent down#A ward displacement of the rubber member 98within the cup |00.

The modified form of pin and cup connection is shown in Figures 5, 6,6A, and 9. In this modification the cup is formed from a pair ofstampings ||0, the central portion of which is of generally hollow`semi-frusto-conical shape so that when these two stampings are broughttogether they form a complete frusta-'conical socket ||2 within whichthe rubber cushion ||4 is received. The lower edge of the socket ||2 iscurled inwardly as `at ||6` to provide a lip which limits downwardmovement of the rubber member ||4 when it is positioned in the cup. Itwill, of course, be understood that the stamped members ||0 are provided'with outwardly turned flanges ||9 at their front and rear bottomportions through which bolts |20 may be passed to secure the stampedmembers ||0 to the side sill 20. Similar flanges |22 are provided uponthe upper front and rear portions of the stamped members ||0, and theseflanges |22 provide a seat for a rubberized fabric memberI |24 which issecured to such upper flanges |22 by means of plates |26 and bolts |20.The central portion of the rubberized fabric |24 is secured between thehead on the bolt 92 and the upper surface of the pin 96, and is tightlyclamped by means of washers |30 lying upon opposite sides of the member|24.

The member |24 serves as a dampening element for preventing excessivemovement of the motor and its mounting elements with respect to theframe. It will be noted that the movement of the pin 96 will berestrained not only by the rubber cushion member ||4 but also by therubber and fabric dampening element |24 which operates in all directionsas the motor swings from side to side or tilts about a horizontal axis.The dampening element |24 also operates to prevent Withdrawal of the pin96 from the cup ||2 when a violent shock occurs as is conceivable in thecase of a collision or upset of the vehicle.

A still further dampening element is employed in connection with thevehicle and comprises a bracket |32 which is secured to the upper rearsurface of the motor 30 by any suitable means (see Figures 1 and 10).The bracket |32 is apertured to receive the lower end of a rod |34 whichis provided with cushioned elements |36 upon opposite sides of thebracket |32, such cushioned elements being compressed Vagainst thebracket |32 by means of nuts |38 threaded onto the rod |34 and engagingwashers |40. The upper end of the rod |34 projects through an aperturein a bracket |42 which is rigidly connected to the dash |44 of thevehicle. The rod |34 at its upper end is also provided with rubber'washers |46 which are clamped against the bracket |42 on opposite sidesthereof by means of washers |43 and nuts |60.

It will Ibe recognized that the stabilizing rod |34 has little or noeffect upon the oscillation of the motor 30 as long as the oscillationremains near the midpoint of the engine vibration and as long as thevertical movement of the rear axle 42 is Vnot excessive. This is so byVvreason of the angular arrangement of the stay rod |34 which passesbetween surfaces upon the brackets |42 and |32 which are arrangedapproximately normal to an arc extending from the center of oscillationof the motor unit. Any slight vibration Ywhich occurs be ween the motorunit and the-body,as represe d by the brackets |32 and |42, is permittedtake placey because of the resilient connectiy of the rod |34 with thebrackets |32 and |42. When the vibration in any direction be omesexcessive, the limits of compression or compressibility of the rubberwashers |36 and |46 are exceeded, and they accordingly act to preventvibration or movement of the engine beyond these limits. These'limitsmay, of course, be predetermined by adjusting the degree of initialcompression of the washers |36 and |46. `If the washers are relativelyloose and uncompressed, a greater degree of displacement of theenginewill be permitted by the stay bar |34 before it becomes active tosuppress vibration; whereas if the Washers |36 andv |46 are cbmpressed.a. relative small amount of free oscillation will be permitted the motor30 pri-or to `a controlling force being exerted thereupon by the staybar |34.

It will thus be seen that there has 'been provided a motor mountingwhich has all of the advantages and accomplishes all of the `objects setforth in the foregoi g specification.

Although the inventi rr has been described with considerable detail,changes mayy be made in the structure disclosed without departing fromthe spirit of the invention.

We claim:

1. A motor vehicle comprising an engine unit, a torque tube rigidlysecured to said engine unit, a rear axle rigidly secured to said torquetube and supporting vehicle driving wheels, a frame for the vehicle,means for supporting the engine and driving unit from the frameincluding a plurality of horizontally extending leaf springs rigidlysecured to the engine and having conical shaped pins secured to the freeends thereof,

conical cup members supported on said frame and around said pins, andresilient cushion members positioned betweensaid pins and cup shapedmembers.

2. In a drive unit in which a motor, a torque tube and a rear axle arerigidly connected to form a T-frame, a vehicle frame, means forsupporting the motor from the frame of the vehicle including a pair ofat horizontally extending leaf springs having their inner ends rigidlysecured to the motor and having their outer ends provided with pinsreceived in cups supported from the frame, said pins and cups beingspaced from one another by means of resilient cushion elements.

3. A motor mounting for an internal combustion engine comprising at leafsprings rigidly connected at one end to an internal combustion engineand having secured to their opposite ends conical pins, a vehicle frame,said conical pins being received within conical cups supported ginecomprising flat leaf sprin Yupon the frame of the vehicle, said pins andcups being spaced from one another andmaintained Lin position by meansof a non-metallic resilient member. "lj y 4. A support'for an internalombustion ensecured to said internal combustionengin and projectinglaterally therefrom to'a Aposition adjacent4 a frame, `cup elementssupported from said frame and having an internal frusto-conical shape,rubber cushioning elements positioned within said cup elements andhaving an external configuration similar to that of said cup elements,said cushioning elements having an internal frusto-conical configurationsimilar to their external configuration but of smaller diameterthroughout, and pins secured to the free "ends of said springs andhaving an external configuration corresponding to the internalconfiguration of said cushioning elements and received therein.

5. In a motor vehicle assembly, a plurality of wheels, a frame supportedby saldi wheels, an engine, a rear axle mounting said wlieels, a shaftforming a driving connection between said engine and said rear axlewithout any universal joint between them, braces extending between `saidrear axle and said engine for rigidly interconnecting the two, andmounting means for supporting said engine from said chassis frame andincluding leaf springs having conical pins thereon and non-metallicresilient elements arranged in seriesfto prevent transmission of motorvibrations to said frame.

6. In a motor vehicle assembly, a plurality of wheels, a chassis framesupported by said wheels, an engine, a drive axle mounting said wheels,a shaft forming a drive connection between said engine and said driveaxle without any universal joint between them, and means mounting saidengine upon said frame and including ltransf verse springs with conicalpins thereon and nonmetallic resilient cup shaped members arranged inseries to prevent the transmission of engine vibrations to said frame.

7. A motor vehicle comprising a rigid drive axle, a torque tube, and amotor unit, a frame, said drive axle mounting driving wheels andresiliently supporting the frame therefrom, and means including leafsprings having pins on the free ends thereof and resilient non-metalliccushioning elements defining conical pockets arranged in series forsupporting said motor unit from the frame.

8. An automotive vehicle comprising a frame, an internal combustionengine, transverse leaf springs rigidly secured to said engine andhaving laterally extending free ends, pins connected to said free endsand received within cups mounted upon the frame, rubber washerssurrounding said pins and within said cups, and vibration dampeningelements including resilient material normally unstressed extendingbetween said pins and said cups.

9. A motor mounting comprising a motor, a vehicle frame, a cup supportedby the frame, a projection secured to the motor and extending into saidcup, a non-metallic resilient washer interposed between said cup andsaid projection, and a strip of rubberized fabricvsecured to said cupand to said projection and extending therebetween in normally unstressedcondition, said strip being adapted to be stressed to opposeoscillations between said cup and projection.

10. A motor mounting comprising a motor, a vehicle frame, a cupsupported by said frame and having a frusto-conical cavity, atruste-conical projection upon said motor similar in shape but smallerthan said cavity and projecting thereinto, a rubber cushioninterposedvbetween said projection and cup and having inside and outsidesurfaces corresponding to and'in engagement with the truste-conicalsurfaces of said projection and said cup, respectively. and a rubberimpregnated fabric strip secured to and between said projection and aportion of said cup.

11. A motor mounting comprising a motor, a vehicle frame, a cupsupported by said frame and having a cavity, a projection upon saidmotor similar in shape but smaller than said cavity and projectingthereinto, a rubber cushion interposed between said projection and cupand hav.- ing inside and outside surfaces corresponding to and inengagement with the opposed surfaces of said projection and cup, arubber impregnated fabric strip having an intermediate portion thereofattached to said projection, and means upon opposite sides of said cupattaching extremities of said strip to said cup.

12. A motor mounting comprising a frame, a

motor, a leaf spring having one end rigidly secured to said motor andthe opposite end provided with a pin, a rubber cushion surrounding andsupporting said pin, and means supporting said cushion from said frame.

13. A motor mounting comprising leaf springs having one end rigidlysecured to said motor at spaced points, metallic members carried onthefree ends of said springs, a frame, receptacles carried by said frameadjacent the free ends of said springs, and rubber cushions within saidthe I insulated relation.

14. A motor vehicle comprising a drive unit and a frame, said drive unitincluding an engine, drive wheels supported by a driving axle, a shaftforming 'a drive connection between said engine and said drive axlewithout any universal joint between them, and means including leafsprings secured to said engine and having conical shaped pins supportedin rubber cushions supported from 'said frame, said leaf springs andcushions com-v prising the entire support for the engine and the onlydriving connection between the frame and drive unit.

15.A motor vehicle comprising a frame, a motor, ay driving axle, driveconnections between said motor and driving axle including a propellershaft, a torque tube rigidly secured to said driving axle and extendingto said motor for transmitting forward driving force of the rear axle tosaid motor, and motor mounting means including deformable rubbermountings defining conical apertures, and leaf springs having conicalshaped pins thereon received in said conical apertures for supportingthe weight of said motor and permitting said motor to rock about itsaxis of oscillation, said mountings being supported upon said frame andcooperating therewith to transmit the forward driving force from themotor to the frame.

NILS ERIK WAHIBERG. MEADE F. MOORE.

